Automatic train-stop.



. NI. B. BULLA.

AUTOMATIC-TRAIN STOP. ARPLICATION FILED MAY 1, |915.

W/TNESSES 'Patented 1160.21, 1915 'n in earns PAE f amen.

MLBERN BERNIE BULL, OF EL PASO, TEXAS.

AUTOMATIC TRAIN-sirop'.

Specification of Letters Patent Patented Dec. 21, 1915.

- Appnatam filed May 1, 1915. serai No. 25,177.

T0 all whom t may concern.'

Be it known that I, MELBERN B. Berna, a citizen of the United States, and a resident of El Paso, in the county of El-Paso and State of Texas, have invented a new and Improved Automatic Train-Stop, of

which the'following is a full, clear, and eX- Y act description. y

This invention relates to railway appliances, and has particular referenceto automatic devices for causing the operation of certain signal and indicating devices in lthe locomotive cab or its equivalent when a danger signal is passed.

Among the obl'ects of the invention is to 1 provide a construction including the devices carried by the locomotive and comprising an alarm gong, connections with the train air line, and main and auxiliary electric circuits serving irst to sound the alarm and subsequently to open the train line when the engineer, through carelessness or incapacity, allows his locomotive to run past a danger point. v

A further object of the invention is to provide a pneumatically operated means for shutting olf the steam, the vair supply for this means being received from the train line.

The foregoing and many other objects of the invention will hereinafter be more fully described and claimed and illustrated in the drawings forming a part of this specification in which like characters ofreference indicate .corresponding parts in all the views, and in which- Figure 1 is a vertical longitudinal section of a locomotive showing my improvements applied thereto; Fig.' 2 is a frontelevationof a semaphore indicating one form of electrical connections therewith for use in connection with my locomotive appliances; Fig. 3

is a. detail view of the means for automati cally shutting oil' the steam; and Fig. 4 is a detail view of another of the automatically operated power devices.

VThe 'several parts ofthis device may be made of any suitable materials, and the rela tive sizes and proportions, as well as the general design of -the' mechanism, may be varied to a considerable extent withoutdeparting vfrom theyspirit of the invention hereinafter claimed.

Referring more particularly to the` drawings, I show a representatiom4 of a locomore fully described and motive, andby the term locomotive I mean to cover any vehicle adapted to be equipped with and have its operation controlled by the improved devices constituting this invention. At anv convenient place on the locomotive` is carried a shoe 10 f' insulated a wire 11 and wire 21 connected with the main wireA v11 on theA opposite side ofthe battery.

The danger lsignal is represented by the semaphore arm-S in h'orizontal Yposition at `which time a bridge 21 closes the gap between the contact points22'between a metal wire brush 23 adjacent the track and the ground 24. The brush 23 is insulated from the ground, and when the roadside signal is set at safety, the connection from the,

brush to the ground will be brokenv at the points 22 through the action of the rod 22?, and hence contact of the shoe 10 with' the brush will have no effect upon the devices j carried by the locomotive.

25 indicates the usual train air line and 26 is a branch or auxiliary linev leading therefrom but normally closed by means of a valve 27 having an arm 28 controlling it.

At 29 I show an aircylinder having a piston 30 movable against a spring 31 and having a piston rod 30 connected to the outer end'of said arm 28. The piston 30 is normally-forced rearwardly within the cylinder. 29 by virtue of the spring 31, and'thereby the valve 27 is held normally closed. An air pipe 32, however, leads from the auxiliary pipe 26 into the rear end of the cylinder 29, l

but this auxiliary pipe 32 is normally closed by means of a valve 33 having an arm 34 and al link 35 connecting it-to the free'end of the arm 14. A spring 36 acts uponA the arm 14 to hold it remote from the magnet 13 and serving through the link 35 and arm 34 to hold the` valve 33 closed. The normal position of the piston 30 is indicated'in 11'0- dotted lines in Fig. 4, and adjacentthesamey i at such time the lnner surface ofthefeylinlagainst the force of the spring to undesirably open the valve 27 lvlien, however, the arm 14 is drawn toward the magnet and the gong is struck thereby, the valve 33 will be opened far enough to admit air through the pipe 32 into the cylinder 29 which, acting upon the vpiston 30, will cause the arm 28 to swing in a counter-clockwise direction and open the valve 27. In order to keep a record of the number of times the locomotive signal devices are operated by the passage of a signal'set at danger or an equivavlent condition, I employ an indicator 37 with -a link 38 connecting it to the arm 28. Prt 39 I show another air cylinder having a piston 40 acted upon by a spring. 41 servi' ing to hold the piston in or adjacent the rearl end of the cylinder. This piston 4 0 is loosely connected to a rod 42 pivoted to the enginers throttle lever indicated diagrammatieally at'43. Said connection between tli'e piston 40 and the i'od 42 is had through a sleeve 42, the sleeve 42a being carried by the piston and into which the rod 42 extends loosely. stood therefore that the rod 42 as shown herein will not interfere with the ordinary manipulations of the lever 42 by the engineer, but when the'piston is operated by the automatic means herein provided, the throttle lever will be operated simultaneously. The cylinder 39 is connected to the auxiliary air line by means of a pipe 44, and simultaneously with the admission of air from the auxiliary pipe into the cylinder 29, admission is made into the cylinder 39 and hence the airv pressure from the auxiliary line will serve to automatically shut off the steam while the air motor 29 is operating to open the train air line at the valve 27. The motor cylinder 29 is provided with a valve 45 adjacent .its rear end normally held closed by the lever 20 when the lever is in position to bridge the contact points of the circuit wires 19 and 21.

With the devices arranged and connected as described above, the operation Amay be briefly summarized as follows: YV ith the semaphore set at danger and the bridge 21 connecting the contact points 22, if the locomotive in disregard of the danger signal proceeds to'pass it, the shoe 10 will come into contact with the brush 23 andthe energy from the battery 12 acting through the magnet 13 will cause the arm 14 to* impinge'against the'gong 18 and immediately open the valve 33, allowing the air under pressure to escape from the air line and act to force the pistons 30 and 40 both It will beunderforwardly. The arm 20 of the bleeding valve 45 being'in its normally closed position connecting the lines 19 and 21 and the arm 14 being now in Contact with the wire 19, the energy from they battery will be maintained through the magnet, and through the arin 14, line 19, lever20 and line 21 with the main line 11, even thoughthe locomotive will have passed beyond the brush 23. Thus, the pistons 30 and 40 will both be given vfull forward impulses4 due to the flow of compressed .air past the valve 33 with the result that the valve27 will be lopened by the piston 30 and the throttle will be closed byv the action of the piston 40. The train will, therefore, be brought to a stop automatically and a record of the circumstance will be made on the indicator 37. When the engineer swings the lever 20 forwardly to bleed the air from the cylinder 29,- the spring 31 will restore the piston 30 to its normal rearward position and thereby close the valve 27. This movement of the lever 20 breaks the contact between thewires 19 and 21, denergizing the magnet 13 and permitting the spring 36 to restore the arm 14 to its normal forward position with the hammer away from the gong and breaking the circuit between the arm and the wire 19.

1. In an automatic train stop, the combination of a battery, a main circuit in which the battery is located and closed by the passage of a locomotive past a danger signal, 'a magnet in said circuit, an armature arm drawn toward the magnet when the same is energized, said arm serving to ring a gong and 'open a normally closed air valve, an auxiliary circuit of which said arm'is va part and completed by the attraction of the arm as aforesaid and operative irrespective of the position of the-locomotive, a pneumatic motor set into operation by the opening of said valve, and means to subsequently relieve the air pressure fromthe air motor and y simultaneously break the auxiliary circuit,

valve normally closing said pipe and hav.

ing pivoted link connection directly with said armature arm, said valve being normally closed but being opened by the attraction of y said arm as aforesaid, a pneumatic motor `cylinder positioned to receive air from said lair pipe when the valve aforesaid is opened,l

a piston in the cylinder acted upon by the air pressure when admitted thereto on the opening of the valve, movablemembers set into operation by said piston, a normally closed bleeding valve adjacent the piston when it is in normal position, said bl ding valve having a lever constituting a portion of saidr auxiliary circuit whereby When the air is bled from the cylinder the auxiliary circuit Will b'e broken, and means to re- Oopies of this patent may7 be obtained for store the armature arm to its normal position remote from the magnet for the breakage of the circuit. v

In testimony whereof I have signed my 1li name to this specification inthe presence of 'tWo subscribing Witnesses.

MELBERN BERNIE ULLA.

Witnesses:

R. B. REDIC, HARRIET W. FOSTER.

ve cents eah, by addressing the Commissioner of Pa'iints."

Washing-tomnsc. 

